Explosion-engine.



H. C. TILLOTSON. EXPLOSION ENGINE. APPLICATION FILED DEC. 17 1909. RENEWED DEC. 8.1915.

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Wflnesses H. C. TILLOTSON. EXPLOSION ENGINE. APPLICATION mu) DEC. 17. 1909. RENEWED use. 8. I915.

1,238,222. Patented Aug. 28, 1917.

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EXPLOSION ENGINE.

APPLICATION'FILED'DEC. 1?. 1909. RENEWED 02c. 8, I915.

1,238,222 Patented Aug. 28, 1917.

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WIII'lESSEE Invfi ur UNITED STATES PATENT ounce.

HARRY C. TILLOTSON, OF CHICAGO, ILLINOIS, ASSIGNOR TO KNIGHT AMERICAN PATENTS COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

EXPLOSION-ENGINE.

Specification of Letters Patent.

Patented Aug. 28, 1917.

Application filed December 1'7, 1909, Serial No. 533,600. Renewed December 8, 1915. Serial No. 65,830.

' a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Explosion-Engines, of which the following is a full, clear, concise,,a1id exact description, reference being bad to the accompanying drawings, forming a, part of this specification.

My invention relates to explosion engines and is particularly directed to a novel form of valve in the operation of which principles, not heretofore employed in motor devices of this type, are involved. Not only I is the inherent construction of the valve of my invention novel and more efficient than valve constructions of the prior art, but its arrangement relative to the other parts of the engine is such as to secure various other benefits and advantages, all of which will be pointed out. It is one of the primary objects of my inventionthat the controlling valves shall haveabsolute and positive operation so that when once adjusted relative 'to the movement of the piston of the device they may alwaysbe relied upon to effect the intake and exhaust at the proper instants. In the inherent construction of the valve it was my object to overcome all possibilities of leakage as far as possible, to distribute friction as far as possible, and to reduce the wall area which is subjected to heat by reason of contact with the heated gases incident to the operation of the device. v

The various purposes of my invention as above expressed are consistent with my object of embodying the various advantages above outlined in a simply constructed and easily assembled device. This feature will,

however, become more evident as the description proceeds.

To the end of securing efficient and slmple valve operation, .I employ a movable valve member which reciprocates in a valve chamber and slides past a port leading into the piston chamber. This valve is operatively connected positively with the piston and the "movements are so proport1 me l,.1n the preferred and specificembodiment herein shown, that the piston makes four strokes to one of the sliding valve. The more de liberate movement of the valve is very effective in reduclng 1'1'1Ctl0l1 and the positive connection between the piston and the valve is effective in maintaining perfect and efiicient service. More specifically the pre ferred valve of my invention is tubular in so that the cylinder head can be cast directly with the cylinder body and, further, so that the spark plug may be disposed directly over the piston. an advantage which will readily prove itself to those skilled in the art.

My invention is embodied in the device shown in the accompanying drawings, in \vh1ch Figure 1 1s across-sect1onal view, the section being taken on planes passing through the centers of the valve chambers and the piston chamber,

Fig. 2 is a sectional view, in plan, taken in part on the plane w.r of Fig. 1, and in part on the center line of the gear box so as to disclose the gear relations. The line y-3 of this figure indicates the seriesof planes on which the section shown in Fig. 1 is taken, I V

Fig. 8 is a side elevational view-of the device, two cylinders being shown, it being understood that any number may be. em- Aoy'ed, i

Fig. 4 construction. v I a Fig. 5 is a cross-sectional view taken on the plane 55 of Fig. 4, and

Fig. 6 is a further detail view, being a longitudinal section ofthe valve structure.

Similar reference characters are applied to the same parts throughout the various figures. In the drawings I have illustrated the body portion of the casing at 10, this body portion comprising the common crank case 11 and the cylinder portions 12, ofwhich there may be any reasonable number. The central part of the body-ofthe casing is bored to form the cylinder \vhichterminates at its upper end in the combustion chamber l-t. On oppositesides of-this main cylinderlg, the auxiliary cylimlers,-or. valve chambers 15 and 16 .are bored,-the combustively. The main cylinder and the auxiliary cylinders are 1ndiv1dua1ly and collecis adetail view showing the valve tiori chamber 11 having the ports .117 and 18 leading to the. cylinders 15 and 16, respectively surrounded by a water jacket 19 which is suitably supplied, preferably from the bottom, and relieved by way of the 0011 necting pipes 20, 20 leading to a main outlet close the gears employed to operatively con nect the piston and the sliding valves which- I have heretofore broadly referred to. The

.parts of the casing may be held together in any suitable manner, the drawings showing the bottom part 22 as held to the body part 10 by means of cap SC18\ 's 25, 25, and the cover of the gear casebeing held in place by means of screws 26, 26.

The piston 27 isarran'ged to reciprocate in the main cylinder 1, this piston being provided with the usual. packing rings 28, 28 and with the cross pin 29 to which a pitman rod 30 may be suitably pivoted. This pitman rod is journaled at its other end upon thecrank 31 on the main crank shaft 32 which passes lengthwise of the crank chamber 11 and is suitably journaled in the ends thereof, intermediate bearings 33 being provided, if necessary. This main shaft 32 passes directly out of the crank case at one end and out of the other end through the gear case 23 in which it has secured thereto a pinion 34. This pinion is of sufficient width to accommodate the overlapping gears 35 and 36, disposed in thegear case, and securely mounted upon the auxiliary crank shafts 37 and 38 respectively. These auxiliary shafts extend the length of the crank case and, for each cylinder, are each provided with a crank 39 upon which a connecting rod 40. is journaled in any suitable manner. By way of these connecting rods 40 the shaft 37 is operatively connected with the tubular valves 1 which are arranged to reciprocate in the cylinders 15, and the shaft 38 is joined to tubular valves 42 arranged to reciprocate in the cylinders 16. It will now be seen that reciprocation of the piston 27 will cause rotation of the main shaft 32 and, by means of the pinion 34: and gears 35 and 36, will effect the reciprocation of both the tubular valves 41 and 42- The ratio and timing of these parts will be taken up fully when the operation of the engine is described.

For purposes of lubrication the bottom part 22 of the casing is provided with a shelf or partition 43 which has the central depression 44 in which the crank 31 is adapted to plunge. This depression is filled with oil and the shaft, as it rotates, will be effective in throwing the oil to lubricate the other parts in immediate proximity. The well at the bottom of the part is kept tilled and clean by means of a flow of oil, the shelf 43 being reticulated, as indicated at 45, 4-5,'to provide for proper circulation.

Each of the valve cylinders or chambers 15 and 16 have extending thcreinto, from the top thereof, a tube 46 which is held in place .by the engagement of a flange 457' at the upper end thereof with a. shoulder 48 formed. by countersinking the cylinder, the

pipe coupling 49 which makes connection with the interior of the tube 46 and which is held in place upon the top of the casing by means of the cap screws 50, 50. The pipe 49 passes to a muffler or carbnreler, depending upon whether the associated valve is for exhaust or intake. A suitable gasket 51 is interposed between the pipe couplings 49 and the casing for obvious 'rnu'poses. The tube 46, in the main, fits snugly inside the tubular valve member associated therewith and it is thus that the valve mcmbe" may well be considered a sleeve operating in an annular slot. The valve'slcevo +1 is provided with an opening 52 arranged to pass and connect with the port ,1." simul taneously with the openings 53 in the inner tube-46, this opening registering, as clearly shown in Fig. 1, with the port 17. Similarly the valve sleeve 42 is'providcd with an opening 54 which is arranged to pass and connect with the port 18 simultaneously with the opening 55 in the side of the inner tube 46 associated with this valve. the opening 55 registering with the port 18. The strokes of the sliding valves are such that the ports which they control will be opened and closed for each movement of the valve in each direction. The significance of this operation will be pointed out more fully hereinafter.

In order that the control of the ports of the combustion chamber may be perfect and complete, and in order that lea kagc may, as

' much as possible. be avoided, I provide the sliding sleeve valves 41 and 42 with the packing rings 56, 56, these rings being so disposed that at no time, in the movement of the sleeve, do they pass a port. I also provide the inner tubes 46, 46 with the pack ing rings 57, 57 which also are preferably placed so as not to be passed by the port in the associated sliding valve. during the movement thereof. To facilitate lul'u-ication the upper part of the inner tubes 46 are reduced in diameter as indicated at 58, 58 to form a reservoir for oil.

An examination of Fig. 1, particularly, will indicate how this relation of parts, in-. cluding the casing, the inner tube. and the sleeve valve, is effective in preventing leakage. The path would be so long as to make the leak negligible, while the packing rings will be effective in keeping even this down to a minimum.

The valve construction is shown particu- .fiange being securely held by a convenient must be adjusted in position relative to the piston so that it will close the port when the piston finishes the exhaust stroke. It is also desirable frequently to have the intakevalve remain open during a considerable po tion of the compression stroke, for in this way the inertia of the entering gases will fill thejcombustion chamber and this may be providedfor in the same way.

It will be noted that the volume of the gas passages remai ns at a minimum and that, in the combustion chamber the gases are all collected directly\over the piston where they are locally ignitelk It is also to be noted that there are no springs or cams and that the valves are always iixpositive relation to the piston. The size of thoopenings in the sliding sleeves would determine the length of time during which the asso ciated ports remain'open, and it is clear that it is this opening which may conveniently be adjusted to the stroke of the pis ton. The various parts; are simply associated and combined, the staggered arrangement hereinbefore described being particularly useful in securing this result. As to the relative disposition of the parts, I Wish to state that I contemplate planing both auxiliary cylinders together on the same side of the associated main cylinder and, in

staggering, to place both on the same side of the center line of the main cylinder, instead of on opposite sides as illustrated in Fig. 2.

I claim as new and desire Letters Patent:

1. In an explosion engine, a casing having a cylinder and a valve chamber on each side of said cylinder, a valve in each of said valve chambers, a piston'operating in said cylinder, and .means for operatively connecting said piston and said valves, said valve chambers being offset relative to said cylinder.

2. In an explosion engine, a casing having a plurality of alined cylinders and a valve chamber on each side of each of said cylinders, a valve in each of said valve chambers, a piston operating in said cylinder, and means for operatively connecting said piston and said valves, said valve chambers being staggered relative to said, cylinders,

3. In an explosion engine, a casing hav ing a cylinder and a valve chamber on each side of said cylinder, a sliding valve in each of said valve chambers, a piston operating in said cylindergamain crank shaft with to secure by which said piston-iis connected, and auxiliary crank shafts operatively connected with said main crank shaft and said sliding valves, said-valve chambers being offset relative to said cylinder.

In witness whereof, I hereunto subscribe my name this 8th day of December, A. D.

1909. HARRY C. TILLOTSON.

WVitnesses: I

ARTHUR H. BOETTCHER, HARVEY L. HANSON.

Copies 01' this patent may be obtained for five cents each, by addressing the Commissioner of ratentl,

' Washington, D. 0. 

